Murat ZORAL

Key Reliability Engineering Applications in Railways: Rolling Stock: Reliability engineering ensures that trains (locomotives, carriages) are designed to operate over long periods without breakdowns. This involves using high-quality components such as engines, brakes, electrical systems, and axles that are tested for longevity and durability. Signaling Systems: Reliable signaling systems are crucial for the safe and efficient management of railway traffic. Reliability engineering ensures that these systems function consistently, avoiding signal failures that could lead to accidents or delays. Track and Infrastructure: Rail tracks, overhead electrification, and other infrastructure components are subject to wear and tear. Reliability engineering focuses on choosing materials and construction methods that extend the life of these assets and minimize failures. Electronic and Control Systems: Modern railways depend heavily on electronic and control systems (e.g., train control systems, automated signaling, and onboard diagnostics). Ensuring the reliability of these systems is essential to avoid system breakdowns or signal loss that could disrupt operations.

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My Lectures in advanced rolling stocks maintenance and railways experiences

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Failure of ETCS In the ERTMS/ETCS reliability, availability, maintainability, and safety (RAMS) requirement specialization (EUG, 1998), three main types of ETCS failure modes are defined: • Immobilizing failure—a failure which causes the ETCS to be unable to safely control two or more trains • Service failures—a failure which causes the nominal performance of one or more trains to decrease and/or the system to be unable to safely control at most one train • Minor failure—a failure that results in excessive unscheduled maintenance and cannot be classified in the preceding defined failure conditions For each of these failure modes, the specification has defined the required indicators (Flammini, 2006), and at the same time, it is also necessary to identify the contributions of different elements in the trackside subsystem and in the on-board subsystem to these failure modes. RAMS Requirements and Relevant Standards Due to the safety criticality of railway signaling systems, when the ERTMS/ETCS was firstly initialized, the requirements for RAMS of ETCS were specified as the ERTMS/ETCS RAMS requirements specification (EUG, 1998). The specification includes four chapters, and in Chapter 2, the guidance on RAM target apportionment and the elements in a RAM improvement program are provided, including reliability modeling, and prediction, failure modes, effects, and criticality analysis, critical item lists, software reliability estimation, reliability preliminary test, and reliability demonstration test. The ERTMS/ETCS RAMS requirement specification is developed on the basis of a series of European and international standards. Among these standards, the following are the latest versions of European standards in railway industries, and they are proposed by the European Committee for Electrotechnical Standardization: • EN 50126: Railway Applications—The Specification and Demonstration of Reliability, Availability, Maintainability and Safety (RAMS) (CENELEC 1999). • EN 50128: Railway Applications—Software for Railway Control and Protection Systems (CENELEC 2001). • EN 50129: Railway Applications—Communications, Signaling and Processing Systems— Safety-related Electronic Systems for Signaling (CENELEC 2003). International standard IEC 62278 (IEC 2002) was developed and released by the International Electrotechnical Standardization (IEC), which can be regarded as an international version of EN 50126 in terms of contents. The standard provides railway authorities and railway support industry with a common understanding and approach to the management of RAMS throughout all phases of the life cycle of a railway application. China’s national standard GB/T 21562-2008 is developed on the basis of IEC 62278.

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GCU Practice Conference 2024: Navigating upcoming changes 🛤️   This year's BahnVerstand – Beratung im Schienenverkehr GCU practice conference focussed on the future of the GCU (General Contract of Use for Wagons) and the urgent need for rail transport companies to prepare for the upcoming changes. #PROSE-employee Dr. Bernhard Frei was present and reported on how #PROSE is increasingly advising rail transport companies on organisational development in connection with GCU tasks. The GCU landscape is changing and many rail transport companies are not prepared for the upcoming changes. In a recent interview, Dr. Bernhard Frei explained that while #PROSE has its roots in rolling stock engineering, it has evolved to support clients in broader areas such as ECM and SMS (Safety Management Systems), helping rail companies navigate the complex relationships between keepers, operators and organisational change. Will the sector be prepared for the changes to the GCU by 2026? Dr. Bernhard Frei is optimistic that a workable compromise will be found, but companies must prepare for the changes in good time. Find out more about how #PROSE can help your company prepare for the future 👉: https://lnkd.in/d-ec6eab #shapingtomorrowsmobility #GCU #practice #conference #changes #future #wagons #rail #transport #companies #organisational #development #rolling #stock #engineering #ECM #SMS #keepers #operators

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Housing of the traction motor ED-133 (405)

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Although this problem may seem simple, it may cause an accident. Therefore, this height must be maintained, the height of the wheel protection net and the direction of the locomotive. #Ibrahim_Shalaby_Engineering_Consulting #Rolling_Stock_Maintenance_Shalaby #International_Operation

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Higher Speeds = Reduced Visibility. Today when we talk about Automatic Train Protection (#ATP) for mainline is mainly to talk about digital solution such as ERTMS and how they increase capacity and enhance safety by giving in-cab instructions about the authorities and continuously check that the train speed is within the permitted speed and apply the Service and Emergency Brakes when needed. The other reason for the need of ATP systems is when trains started to reach higher speeds and with the introduction of high-speed trains, relying on lineside signalling (signals, signs, …) is not safe and drivers won’t be able to identify and interpret such safety-related indications. Weather conditions can make it even worse. For this example, the high-speed line between Paris and Lyon. Opened in stages from 1981. The Signalling and Train Control system relies on high-frequency track circuits that transmits signals directly to the driver's console, known as Transmission Voie-Machine (TVM). Drivers are unable accurately identify traditional track-side railway signals positioned. While there are lineside marker boards indicating the limits of each block section, there no traditional signals as such. This eliminates the risk of the driver misunderstanding the instructions of the lineside signalling or not seeing them. To provide additional capacity and reduce headways, SNCF Réseau is replacing the life-expired TVM ATP by ETCS Level 2 under a project branded ‘LGV+’. For an insightful look at this, Christophe MAZOYER shared an excellent video on LinkedIn about this (link to the original post: https://bit.ly/3ZerxCz)

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🤖 Inspection of tunnels with robot #zorail #railway #maintenance #demiryolu #raylısistem #innovation #management #HumanResources #digitalmarketing #technology #creativity #Future #futurism #Entrepreneurship #Careers #Markets #Startups #Marketing #SocialMedia #VentureCapital #SocialNetworking #LeanStartups #Economy #Economics #socialmedia #socialnetworking #venturecapital #motivation #sustainability #healthcare #education #design #sales #fundraising #construction

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𝗧𝗥𝗔𝗖𝗧𝗜𝗢𝗡 𝗦𝗜𝗠𝗨𝗟𝗔𝗧𝗜𝗢𝗡 𝗔𝗖𝗖𝗨𝗥𝗔𝗖𝗬 & 𝗩𝗔𝗟𝗜𝗗𝗔𝗧𝗜𝗢𝗡 – 𝗘𝗡 𝟱𝟬𝟲𝟰𝟭 𝗦𝗧𝗔𝗡𝗗𝗔𝗥𝗗 After some time, I want to share an important milestone achieved by our Hi-SimuX Rail Simulation Suite (https://www.hisim.com.tr/), which recently received certificates from TÜV Nord according to the EN 50641-1 and EN 50641-2 standards. Hi-SimuX has been re-validated for the following voltage levels under these rigorous standards: DC 600 V, DC 750 V, DC 1500 V, DC 3000 V AC 15 kV 16.7 Hz and AC 25 kV 50 Hz It's universally acknowledged that simulation tools are indispensable for design verification and validation, particularly in complex systems like railway traction. However, the real question is: how reliable are your simulation results? While inputs and modeling capabilities are crucial, the challenge lies in proving the accuracy of those results. Contrary to what some may assume, site measurements rarely offer definitive proof. Anyone familiar with railway system dynamics knows how difficult—if not impossible—it is to carry out controlled site tests under operational conditions. This is where the EN 50641 standards step in, eliminating the need for impractical site measurements by providing a validated framework for simulation accuracy. Here are key excerpts from the standards: "𝘌𝘹𝘱𝘦𝘳𝘵𝘴 𝘳𝘦𝘱𝘳𝘦𝘴𝘦𝘯𝘵𝘪𝘯𝘨 𝘢𝘱𝘱𝘳𝘰𝘹𝘪𝘮𝘢𝘵𝘦𝘭𝘺 𝘵𝘦𝘯 𝘮𝘦𝘮𝘣𝘦𝘳 𝘴𝘵𝘢𝘵𝘦𝘴 𝘤𝘰𝘭𝘭𝘢𝘣𝘰𝘳𝘢𝘵𝘦𝘥 𝘵𝘰 𝘥𝘳𝘢𝘧𝘵 𝘵𝘩𝘪𝘴 𝘥𝘰𝘤𝘶𝘮𝘦𝘯𝘵, 𝘪𝘯𝘤𝘰𝘳𝘱𝘰𝘳𝘢𝘵𝘪𝘯𝘨 𝘥𝘢𝘵𝘢 𝘧𝘳𝘰𝘮 𝘌𝘶𝘳𝘰𝘱𝘦’𝘴 𝘮𝘰𝘴𝘵 𝘳𝘦𝘱𝘶𝘵𝘢𝘣𝘭𝘦 𝘴𝘪𝘮𝘶𝘭𝘢𝘵𝘪𝘰𝘯 𝘵𝘰𝘰𝘭𝘴. 𝘛𝘩𝘪𝘴 𝘴𝘵𝘢𝘯𝘥𝘢𝘳𝘥 𝘱𝘳𝘰𝘷𝘪𝘥𝘦𝘴 𝘢 𝘳𝘰𝘣𝘶𝘴𝘵 𝘮𝘦𝘵𝘩𝘰𝘥𝘰𝘭𝘰𝘨𝘺 𝘧𝘰𝘳 𝘦𝘷𝘢𝘭𝘶𝘢𝘵𝘪𝘯𝘨 𝘴𝘪𝘮𝘶𝘭𝘢𝘵𝘪𝘰𝘯 𝘵𝘰𝘰𝘭𝘴, 𝘦𝘯𝘴𝘶𝘳𝘪𝘯𝘨 𝘤𝘰𝘯𝘧𝘪𝘥𝘦𝘯𝘤𝘦 𝘪𝘯 𝘵𝘩𝘦𝘪𝘳 𝘰𝘶𝘵𝘱𝘶𝘵." "𝘈𝘯𝘺 𝘴𝘪𝘮𝘶𝘭𝘢𝘵𝘪𝘰𝘯 𝘵𝘰𝘰𝘭 𝘵𝘩𝘢𝘵 𝘮𝘦𝘦𝘵𝘴 𝘵𝘩𝘦 𝘢𝘤𝘤𝘦𝘱𝘵𝘢𝘯𝘤𝘦 𝘤𝘳𝘪𝘵𝘦𝘳𝘪𝘢 𝘰𝘶𝘵𝘭𝘪𝘯𝘦𝘥 𝘪𝘯 𝘵𝘩𝘪𝘴 𝘥𝘰𝘤𝘶𝘮𝘦𝘯𝘵 𝘤𝘢𝘯 𝘣𝘦 𝘶𝘴𝘦𝘥 𝘵𝘰 𝘥𝘦𝘮𝘰𝘯𝘴𝘵𝘳𝘢𝘵𝘦 𝘛𝘚𝘐 𝘤𝘰𝘮𝘱𝘢𝘵𝘪𝘣𝘪𝘭𝘪𝘵𝘺 𝘧𝘰𝘳 𝘴𝘺𝘴𝘵𝘦𝘮𝘴 𝘰𝘧 𝘵𝘩𝘦 𝘴𝘢𝘮𝘦 𝘷𝘰𝘭𝘵𝘢𝘨𝘦 𝘢𝘯𝘥 𝘧𝘳𝘦𝘲𝘶𝘦𝘯𝘤𝘺, 𝘸𝘪𝘵𝘩𝘰𝘶𝘵 𝘵𝘩𝘦 𝘯𝘦𝘦𝘥 𝘧𝘰𝘳 𝘧𝘶𝘳𝘵𝘩𝘦𝘳 𝘷𝘢𝘭𝘪𝘥𝘢𝘵𝘪𝘰𝘯 𝘥𝘶𝘳𝘪𝘯𝘨 𝘵𝘩𝘦 𝘛𝘚𝘐 𝘢𝘴𝘴𝘦𝘴𝘴𝘮𝘦𝘯𝘵 𝘱𝘳𝘰𝘤𝘦𝘴𝘴." EN 50641-2:2024, recently published, focuses on DC voltage levels and imposes stricter requirements than EN 50641-1:2020. For example, achieving a 𝗣𝗔𝗦𝗦 demands results within a tight tolerance band (0.5% or mostly 2-3%) for 229 specific parameters. Failure in a single parameter results in an overall 𝗙𝗔𝗜𝗟. Given the stringent requirements set by these standards, one has to ask: why do some authorities still demand site measurement results for simulation tools that have already passed the rigorous EN 50641 validation? What justifies this additional demand? Any thoughts? #simulation #validation #railways #traction

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🚆𝐓𝐡𝐞 𝐂𝐀𝐒𝐍𝐔𝐁 #Bogie 𝐚𝐧𝐝 #Freight_Transport🚆 Exploring the CASNUB bogie as a crucial element in freight trains for handling heavy loads and ensuring a smooth ride. 𝐻𝑒𝑟𝑒 𝑎𝑟𝑒 𝑖𝑡𝑠 𝑘𝑒𝑦 𝑐𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡𝑠: 🔲 𝐅𝐫𝐚𝐦𝐞: Provides structural support, holding everything together. 🎡 𝐖𝐡𝐞𝐞𝐥𝐬𝐞𝐭𝐬: Comprising wheels and axles, enabling smooth rolling along tracks. ⛓️ 𝐒𝐮𝐬𝐩𝐞𝐧𝐬𝐢𝐨𝐧 𝐒𝐲𝐬𝐭𝐞𝐦: Includes springs and dampers, absorbing shocks for a stable ride. 🚏 𝐁𝐫𝐚𝐤𝐞 𝐒𝐲𝐬𝐭𝐞𝐦: Ensures safe and efficient braking. 🚧 𝐒𝐢𝐝𝐞 𝐁𝐞𝐚𝐫𝐞𝐫𝐬: Provide stability and guide the load. 🛹 𝐁𝐨𝐥𝐬𝐭𝐞𝐫: Distributes the load evenly. 🗼 𝐂𝐞𝐧𝐭𝐞𝐫 𝐏𝐢𝐯𝐨𝐭: Allows necessary rotational movement and load transfer. This innovative bogie combines various components to support heavy freight loads, ensure smooth travel, and provide stability and safety on the rails. Its efficient design plays a crucial role in modern railway transportation. #Engineering #Railway #Transportation #FreightTrain #Innovation #CASNUBBogie

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𝗧𝗥𝗔𝗜𝗡𝗦 𝗠𝗨𝗦𝗧 𝗛𝗔𝗩𝗘 𝗖𝗨𝗥𝗥𝗘𝗡𝗧/𝗣𝗢𝗪𝗘𝗥 𝗟𝗜𝗠𝗜𝗧𝗔𝗧𝗜𝗢𝗡 – 𝗘𝗡 𝟱𝟬𝟯𝟴𝟴 𝘛𝘩𝘪𝘴 𝘪𝘴 𝘵𝘩𝘦 𝘵𝘩𝘪𝘳𝘥 𝘢𝘯𝘥 𝘧𝘪𝘯𝘢𝘭 𝘱𝘰𝘴𝘵 𝘪𝘯 𝘵𝘩𝘪𝘴 𝘴𝘦𝘳𝘪𝘦𝘴. 𝘍𝘰𝘳 𝘧𝘶𝘭𝘭 𝘤𝘰𝘯𝘵𝘦𝘹𝘵, 𝘱𝘭𝘦𝘢𝘴𝘦 𝘳𝘦𝘢𝘥 𝘵𝘩𝘦 𝘱𝘳𝘦𝘷𝘪𝘰𝘶𝘴 𝘱𝘰𝘴𝘵𝘴. Let’s delve deeper into the importance of current limitation functions in trains. Please watch the simulation clip. In the Hi-SimuX Rail Simulation Suite (www.hisim.com.tr), we modeled a metro line (the main data of the line is given in the comments section) with trainsets having and lacking the current limitation function: - The video begins at 08:00:00 with the operation schedule. - Key traction substation details are shown, with SS1 out of service. Note: the RMS feeder current calculation is set at 600 seconds. - Both trains start from opposite ends, and we pause to review: * 𝗖𝗮𝘀𝗲 𝗔 (𝗰𝘂𝗿𝗿𝗲𝗻𝘁 𝗹𝗶𝗺𝗶𝘁𝗮𝘁𝗶𝗼𝗻): No issues arise. * 𝗖𝗮𝘀𝗲 𝗕 (𝗻𝗼 𝗹𝗶𝗺𝗶𝘁𝗮𝘁𝗶𝗼𝗻): Even a single train raises the rail potential to 185 V, over the 160 V limit, with the minimum voltage barely above 1000 V. 𝗙𝗮𝘀𝘁-𝗳𝗼𝗿𝘄𝗮𝗿𝗱 𝘁𝗼 𝟬𝟴:𝟱𝟵:𝟱𝟵: - Rail potential peaks at 203 V in Case B, vs. 152 V in Case A. - Train voltage drops below the allowed minimum in Case B. - Case B has a 10% higher RMS feeder current than Case A, stressing the catenary. - Maximum loading in SS2 hits 326% in Case B, against 252% in Case A. - Travel time differences are negligible, at only 6 seconds uphill and 1 second downhill. Without the current limitation function, millions (or even billions) may be required for extra infrastructure. 𝗖𝗼𝗻𝗰𝗹𝘂𝘀𝗶𝗼𝗻: Trainsets must comply with EN 50388 voltage-dependent current limitation to minimize the potential issues in traction system design, especially for N-1 scenarios. Let’s not forget to make sure that the rolling stock specifications have this standard. Your insights are welcome—let’s discuss in the comments! #Engineering #Transportation #Technology #Innovation #Sustainability

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Railway Engineering : ERTMS - European Rail Traffic Management System ■ How it works ?  ● European Union Agency for Railways  ●  ERTMS - European Rail Traffic Management System : European Rail Traffic Management System  ●  Standardized system for train control and command systems in Europe   ● Improve interoperability and safety in the European rail network  ● Helps to enhance the efficiency and reliability of train operations   ● The system includes European Train Control System (ETCS) for automatic train protection and European Train Control Command System (ETCCS) for train command and control   ●  ERTMS is being implemented across European countries to replace older national train control systems => Sources / Credits : ▪︎ European Union Agency for Railways ▪︎ NewTrain : Post (Picture & Video Editing / Text) => Thanks for sharing by using "linkedin Post button "                                🍀🚆🍀                            ■ NewTrain                       www.newtrain.com                                   ***     "Free Railway Contents & Informations "  => Subscribe linkedin page : 👉 NewTrain    => Follow (new post) : 👉 #newtrain  => Check website : 👉 www.newtrain.com ■ NewTrain #Railway #Engineering #Learning #Rail #Trains #Train #Tech #Technology #innovation #ERTMS #ETCS #EUAR #EU #5G #GSM #GSMR #Telecommunication #Mobile #UIC #Signaling #Signalisation #Science #rolllingstock #rail #ferroviaire #transport #PublicTransport #NewTrain

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Railway Engineering : ERTMS - European Rail Traffic Management System ■ How it works ?  ● European Union Agency for Railways  ●  ERTMS - European Rail Traffic Management System : European Rail Traffic Management System  ●  Standardized system for train control and command systems in Europe   ● Improve interoperability and safety in the European rail network  ● Helps to enhance the efficiency and reliability of train operations   ● The system includes European Train Control System (ETCS) for automatic train protection and European Train Control Command System (ETCCS) for train command and control   ●  ERTMS is being implemented across European countries to replace older national train control systems => Sources / Credits : ▪︎ European Union Agency for Railways ▪︎ NewTrain : Post (Picture & Video Editing / Text) => Thanks for sharing by using "linkedin Post button "                                🍀🚆🍀                            ■ NewTrain                       www.newtrain.com                                   ***     "Free Railway Contents & Informations "  => Subscribe linkedin page : 👉 NewTrain    => Follow (new post) : 👉 #newtrain  => Check website : 👉 www.newtrain.com ■ NewTrain #Railway #Engineering #Learning #Rail #Trains #Train #Tech #Technology #innovation #ERTMS #ETCS #EUAR #EU #5G #GSM #GSMR #Telecommunication #Mobile #UIC #Signaling #Signalisation #Science #rolllingstock #rail #ferroviaire #transport #PublicTransport #NewTrain

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Railway Engineering : ERTMS - European Rail Traffic Management System ■ How it works ?  ● European Union Agency for Railways  ●  ERTMS - European Rail Traffic Management System : European Rail Traffic Management System  ●  Standardized system for train control and command systems in Europe   ● Improve interoperability and safety in the European rail network  ● Helps to enhance the efficiency and reliability of train operations   ● The system includes European Train Control System (ETCS) for automatic train protection and European Train Control Command System (ETCCS) for train command and control   ●  ERTMS is being implemented across European countries to replace older national train control systems => Sources / Credits : ▪︎ European Union Agency for Railways ▪︎ NewTrain : Post (Picture & Video Editing / Text) => Thanks for sharing by using "linkedin Post button "                                🍀🚆🍀                            ■ NewTrain                       www.newtrain.com                                   ***     "Free Railway Contents & Informations "  => Subscribe linkedin page : 👉 NewTrain    => Follow (new post) : 👉 #newtrain  => Check website : 👉 www.newtrain.com ■ NewTrain #Railway #Engineering #Learning #Rail #Trains #Train #Tech #Technology #innovation #ERTMS #ETCS #EUAR #EU #5G #GSM #GSMR #Telecommunication #Mobile #UIC #Signaling #Signalisation #Science #rolllingstock #rail #ferroviaire #transport #PublicTransport #NewTrain

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Railway Signalling Mechanical Interlocking #railway #rail #signal #interlocking #signalling #manual #mechanical #technology #old #operation #management #track #point #machine #pway #turnout

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Great concept visualization for CBTC Signalling System.

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What is ATO? Automatic train operation (ATO) is a method of #operating  #trains  #automatically where the #driver is not required or required for #supervision at most. Alternatively, ATO can be defined as a subsystem within the automatic train control, which performs any or all of the functions like #programmed stopping, speed adjusting, door operation, and similar otherwise assigned to the train #operator. #RATP #Train #Maintenance #Smartmobility https://lnkd.in/djP3RNYk

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